Remote parking control for vehicles coupled in a towed recharging arrangement

ABSTRACT

Electrified vehicles are coupled together by a towing device for in-flight energy transfer. A remote-controlled parking system collects images from vehicle-mounted cameras to produce a 360° overhead live streaming image that is displayed on a smartphone linked to a vehicle controller. A user interface (UI) on the smartphone accepts a first touch from the user on the streaming image showing the vehicles at a starting position in order to specify a maneuver endpoint. The controller calculates a sequence of steering actions to create a path to the endpoint. The UI displays the calculate path as an overlay on the live image. The UI generates an activation signal in response to a second touch input on the touchscreen, and forwards the activation signal to the vehicle controller during the second touch input to move the vehicles according to the actuator commands only while the user maintains the second touch input.

CROSS REFERENCE TO RELATED APPLICATIONS

Not Applicable.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH

Not Applicable.

BACKGROUND OF THE INVENTION

The present invention relates in general to vehicle-to-vehicle energytransfer for charging a battery of an electrified vehicle, and, morespecifically, to automated, remote control for remote parking ofvehicles coupled together for vehicle-to-vehicle energy transfer.

Electrified vehicles, such as a battery electric vehicle (BEV),typically contain a rechargeable battery pack to deliver power to one ormore traction motors. The traction motors can propel the electrifiedvehicles instead of, or in combination with, an internal combustionengine. Plug-in type electrified vehicles include one or more charginginterfaces (wireless, inductive charging or direct connection) forcharging the battery pack. Plug-in type electrified vehicles are usuallycharged while being parked at a charging station or some other utilitypower source.

The need to be plugged in at a charging station may require theelectrified vehicle to remain stationary for lengthy periods of time.When undertaking a trip exceeding the charge capacity of the batterypack, a traveler may be delayed by the need for a recharge. To reduce oravoid such delays, vehicle-to-vehicle in-flight energy transfer systemscan be used in which vehicles are coupled together (e.g., in a towingrelationship) in order to move together as a unit while electricalenergy supplied by one of the vehicles is used to recharge a batterypack in the other vehicle.

Energy may be transferred from a towing or leading vehicle to a towed ortrailing vehicle, from the trailing vehicle to the leading vehicle, orin both directions during the in-flight energy transfer events. Systemsmay be provided to coordinate the terms and conditions of a serviceagreement between the leading and trailing vehicles, to coordinate thepublication of a service experience rating from a user of the leading ortrailing vehicle, and to coordinate the termination of the in-flightcharging event by either user.

While a leading vehicle is towing a trailing vehicle, the driving taskmay be conducted using the leading vehicle to steer and to generatepropulsion to advance both vehicles. As disclosed in pending U.S. patentapplication Ser. No. 17/224,165, filed Apr. 7, 2021, which isincorporated herein by reference in its entirety, electroniccommunication between vehicles may enable the leading vehicle to requestthe trailing vehicle to activate its drive system to generate assistivetorque for increasing acceleration of the coupled vehicles.

A towing event may be primarily comprised of driving the coupledvehicles forward toward a destination. During forward movement, steeringthe vehicles using the leading vehicle is relatively straightforward.However, when a destination or waypoint is reached, it may be desired topark the coupled vehicles in a particular location by forward or reversetravel at slow speed (e.g., pulling into a parking space for uncouplingthe vehicles). In particular, backing up while towing can be difficultbecause of interactions between the steering angles of the vehicles,poor visibility, lack of experience, and other factors. Imperfectsteering during backup can result in uneven tire wear, waste of energy,collision with other objects, or the vehicles becoming stuck in ajackknifed condition.

Electrified vehicles of the type having the capabilities for in-flightcharging may typically include a suite of external sensors such ascameras, radar, LiDAR, and/or ultrasonic sensors. Functional roles ofthe leading and trailing vehicle in conducting automated maneuvers maybe tailored to the sensor and actuator capabilities of vehicles. Eachvehicle may be used for one or more of propulsion, braking, and steeringactions in order to move the vehicles to a desired location (e.g., in areverse parking maneuver). While the vehicles may be capable ofperforming highly complex parking maneuvers, users may have a difficulttime orchestrating such maneuvers (e.g., reversing into or out from aparking space). Furthermore, their confidence in performing suchmaneuvers may falter if they are not able to fully monitor progress ofthe vehicles and the clearance distances to nearby objects.

SUMMARY OF THE INVENTION

In one aspect of the invention, a remote-controlled vehicle interfacesystem comprises a vehicle controller configured to collect a pluralityof captured images from a plurality of cameras disposed in a pair ofelectrified vehicles coupled together by a towing device for in-flightenergy transfer. The controller calculates a sequence of steeringactions to be executed by both electrified vehicles to follow a path formaneuvering from a starting position to an endpoint, and generatesvehicle actuator commands for both vehicles to automatically navigatethe vehicles along the path in response to a manual activation signalfrom a user. A mobile device is linked wirelessly to the controller andincludes a touchscreen display for presenting a user interface to theuser. The user interface displays a live streaming image on thetouchscreen display having a 360° overhead perspective. The userinterface accepts a first manual touch input from the user on thestreaming image while the vehicles are at the starting position in orderto specify the endpoint. The user interface displays the path calculatedby the vehicle controller as a path overlay on the live streaming image.The user interface generates the manual activation signal in response toa second manual touch input on the touchscreen, and forwards the manualactivation signal to the vehicle controller only during the secondmanual touch input in order to move the vehicles according to thevehicle actuator commands while the user maintains the second manualtouch input.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of leading and trailing vehicles coupledtogether for in-flight charging.

FIG. 2 is a diagram depicting an overhead view of a reverse parkingmaneuver for coupled vehicles into a desired parking space.

FIG. 3 is a diagram depicting communication links among a mobile device,coupled vehicles, and an in-flight charging management system.

FIG. 4 is a block diagram showing vehicle components and a link to amobile device.

FIG. 5 depicts an interface using a mobile device such as a smartphonefor displaying a composite, overhead image to a driver based on combinedcamera images from the leading and trailing vehicles.

FIG. 6 depicts an interface selecting an endpoint for a desired reverseparking maneuver.

FIG. 7 depicts an interface for presenting a calculated path for thedesired reverse parking maneuver.

FIG. 8 depicts an interface for indicating failure to find an availablepath to the desired endpoint.

FIG. 9 depicts an interface for executing movement along an acceptedpath.

FIG. 10 is a flowchart showing one preferred method according to theinvention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

FIG. 1 schematically illustrates an exemplary vehicle-to-vehicle (V2V)in-flight energy transfer system 10 for transferring energy in eitherdirection between a towing or leading vehicle 11 and a towed or trailingvehicle 12 during a towing event. The term “in-flight” refers to coupledmovement of leading vehicle 11 and trailing vehicle 12. Accordingly,system 10 enables the bidirectional transfer of energy from the leadingvehicle 11 to the trailing vehicle 12 or vice-versa while the leadingand trailing vehicles 11, 12 are making forward progress toward theirdesired destinations.

In-flight energy transfer may be beneficial to both participatingparties. For example, the user/owner of the trailing vehicle 12 may takeadvantage of the time while being towed by resting, sleeping, eating,working, etc., and the user/owner of the leading vehicle 11 may generateincome for performing the towing/charging task (e.g., as a revenueopportunity).

A towing device 13 may releasably couple trailing vehicle 12 withleading vehicle 11 to allow leading vehicle 11 to pull trailing vehicle12 along a roadway 14 and thus control driving of the trailing vehicle12 during a towing event. Towing device 13 could by any type of towingdevice (e.g., a towing tray) adapted to provide appropriate mechanicaland/or electrical coupling. Accordingly, a specific configuration oftowing device 13 is not intended to limit this disclosure. In caseswhere the power connection necessitates a towing tray be closest to thecharge port but the drive wheels (of the trailing vehicle) are not onthe towing tray but rather on the ground, the transmission of thetrailing vehicle would be set to neutral and appropriate systems wouldbe activated to protect the powertrain. In some embodiments, thetrailing vehicle may be an autonomous (self-driving) vehicle, and the“towing” interconnection may be configured to provide electrical cablesfor power delivery and/or communication without a mechanical connectionfor physically propelling one vehicle from the other (i.e., the tandemarrangement would be only for power delivery). In such a situation, theautonomous trailing vehicle handles its own steering, braking, andacceleration.

In an embodiment, leading vehicle 11 and trailing vehicle 12 are bothplug-in type electrified vehicles (e.g., a plug-in hybrid electricvehicle (PHEV) or a battery electric vehicle (BEV)). Each of leading andtrailing vehicles 11, 12 includes a traction battery pack 15. Leadingvehicle 11 and trailing vehicle 12 may each include an electrifiedpowertrain capable of applying a propulsive torque from an electricmachine (e.g., an electric motor) for driving drive wheels 16 of leadingand trailing vehicles 11, 12. Therefore, the powertrain of each ofleading vehicle 11 and trailing vehicle 12 may electrically propel therespective set of drive wheels 15 either with or without the assistanceof an internal combustion engine. In some embodiments, only the vehiclereceiving energy to recharge a battery pack is an electrified vehicle(e.g., a vehicle delivering electrical energy to the electrified vehiclemay use a different type of propulsion, such as an internal combustionengine, while also having means for supplying the electrical energy tobe transferred).

Traction battery packs 15 may be configured as a high voltage tractionbattery pack that includes a plurality of battery arrays 17 (i.e.,battery assemblies or groupings of battery cells) capable of outputtingelectrical power to one or more electric machines of each vehicle. Othertypes of energy storage devices and/or output devices may also be usedto electrically power each of leading vehicle 11 and trailing vehicle12. From time to time, charging the energy storage devices of tractionbattery pack 20 may be required or desirable. Each of leading andtrailing vehicles 11, 12 may therefore be equipped with a chargingsystem that includes a charge port assembly 18. A charge cable 20 (e.g.,Electric Vehicle Supply Equipment or EVSE) may be connected to thecorresponding charge port assemblies 18 of leading and trailing vehicles11, 12 in order to transfer charge energy between traction battery packs20 (e.g., from leading vehicle 11 to trailing vehicle 12 or fromtrailing vehicle 12 to leading vehicle 11). Charge cable 26 may beconfigured to provide any level of charging (e.g., Level 1 AC charging,Level 2 AC charging, DC charging, etc.).

A charging system of leading vehicle 11 may optionally be equipped witha secondary charge port assembly 21. In an embodiment, secondary chargeport assembly 28 is mounted within a cargo space of leading vehicle 11for providing access to a power source at an external location of theleading vehicle 11. A charge cable 22 may be connected between secondarycharge port assembly 28 and charge port assembly 18 of trailing vehicle12 in order to transfer charge energy. Charge cable 22 may be configuredto provide Level 1 or Level 2 AC charging, for example. In anotherembodiment, energy can be transferred between leading and trailingvehicles 11, 12 using both charge cable 20 and charge cable 22. Althoughnot specifically shown, leading vehicle 11 and/or the trailing vehicle12 could be equipped with one or more additional charging interfaces.Further, towing leading vehicle 11 may have a portable power back in thecargo bed which is not part of vehicle 11 which may be used as the powersource for trailing vehicle 12.

Respective charging systems of leading and trailing vehicles 11, 12 mayadditionally include a bidirectional power transfer system 23 configuredfor enabling the bidirectional transfer of power between the vehicles11, 12. Bidirectional power transfer system 34 may be operably connectedbetween a respective charge port assembly 18 and a respective tractionbattery pack 15 of each of leading vehicle 11 and trailing vehicle 12.Bidirectional power transfer system 23 may include various equipment,such as a charger, a converter, and/or a motor controller (which may bereferred to as an inverter system controller or ISC). Bidirectionalpower transfer systems 23 may additionally be configured to transferenergy between traction battery packs 15 and electric machines (e.g.,traction motors) of each respective vehicle.

One non-limiting example of a suitable bidirectional power transfersystem that may be employed for use within leading vehicle 11 and/ortrailing vehicle 12 for achieving bidirectional power transfer isdisclosed within US Patent Publication No. 2020/0324665, assigned toFord Global Technologies, LLC, the disclosure of which is hereinincorporated by reference. However, other bidirectional power transfersystems could also be utilized for achieving the bidirectional transferof power between leading and trailing vehicles 11, 12 within the scopeof this disclosure.

FIG. 1 schematically illustrates an in-flight configuration whereinpower may be transferred from traction battery pack 15 of leadingvehicle 11 to traction battery pack 15 of trailing vehicle 12 (asschematically depicted by an arrow 24). Alternatively, power may betransferred from traction battery pack 15 of trailing vehicle 12 totraction battery pack 15 of leading vehicle 11 (e.g., so that trailingvehicle 12 may transfer an electrical charge to leading vehicle 11during the in-flight towing and charging event to be used to increasethe towing distance that leading vehicle 11 is capable of towingtrailing vehicle 12). In either case, leading vehicle 11 provides themain propulsion for moving the coupled vehicles forward, and driving isunder control of the driver of leading vehicle 11.

While driving the vehicles in a towing arrangement, it may be desired tomove in a reverse direction (referred to herein as a reverse parkingmaneuver in which the trailing vehicle leads the leading vehicle) suchas moving into or out of a parking space. Backing up while towing atrailer can be difficult to perform due to limitations ofmaneuverability and visibility, for example. The invention providesbackup assistance that takes advantage of capabilities of both vehiclesin a cooperative manner to obtain many benefits such as reduced tirewear, more efficient energy usage from reduced friction, extendedturning radius, and ease of control (e.g., added stability andvisibility). One of the vehicles (e.g., the trailing vehicle which goesfirst for the reverse maneuver) may have steering, braking, and throttleactions determined using known techniques which have been developed forautonomous (e.g., self-driving) vehicles. The other vehicle (e.g., theleading vehicle) may execute steering, braking, and throttle actionsdetermined using techniques as described in co-pending application U.S.serial no. (attorney docket 84374221), filed (date), entitled “AssistedParking Maneuvers For Vehicles Coupled In A Towed RechargingArrangement,” which is incorporated herein by reference in its entirety.

FIG. 2 shows a parking scenario in which a trailing vehicle 25, which iscoupled by a towing device 26 to a leading vehicle 27, is to be reversedinto a parking space 28. Nearby obstacles 29, such as cars, trucks,pedestrians, curbs, or walls, may increase the difficulty of themaneuvers necessary to navigate into space 28. The overhead view shownin FIG. 2 demonstrates the utility in conceptualizing and/or tracking aparking maneuver using such an overhead view.

FIG. 3 shows a remote-control parking system for vehicles coupledtogether for in-flight charging. A trailing vehicle 30 is coupled to aleading vehicle 31 for towing during an in-flight charging transaction.The coupling between vehicles 30 and 31 includes a digital communicationlink enabling various controllers in the vehicles to communicate witheach other through a wired or a wireless media (a wireless link may becomprised of WiFi, V2V, Bluetooth® (BLE), or Ultra-Wideband (UWB), forexample). The same or other wireless media is employed to furthercommunicate with a wireless mobile device 32 (such as a smartphone ortablet) carried by a user 33. Mobile device 32 provides a user interfacefor remote control of vehicles 30 and 31. Mobile device 32 andelectronic systems in vehicles 30 and 31 further communicate with acellular phone system 34, which provides data communications with acloud network 35 and a server system 36 which may be configured tomanage an in-flight charging service. Communication with cloud network35 may alternatively be provided via a DSRC or V2V infrastructure. Thein-flight charging service could also be served from one of the vehiclesto the other, with communication being achieved over BLE, UWB, or WiFi.The manner of coupling of mobile device 32 with the vehicles can besimilar to the remote control systems disclosed in U.S. Pat. No.10,747,218, issued Aug. 18, 2020, entitled “Mobile Device Tethering ForRemote Parking Assist,” and U.S. Pat. No. 10,976,733, issued Apr. 13,2021, entitled “Interfaces For Remote Trailer Maneuver Assist,” both ofwhich are incorporated herein by reference in their entirety. In a knownremote parking assist (RePA) system, for example, a vehicle controls itslongitudinal and lateral movement in response to parking selectionsentered using a smartphone app. In a known remote trailer maneuverassist (ReTMA) system, for example, a user continuously inputs a desiredpath curvature for the trailer by dragging a trailer or vehicle icon ona touchscreen, turning a virtual knob, or rotating the smartphoneorientation. The inputs are transmitted to a vehicle which controls itslongitudinal and lateral movement to follow the curvature command. Theseprior systems involve simpler systems in which a single vehicle controlsa maneuver.

FIG. 4 shows some components of vehicle 30 and/or 31 in greater detail.A controller or network of controllers 40 in the vehicle is coupled to aplurality of sensors 41 and a plurality of actuators 42. Additionalsensors in the form of a plurality of cameras 43 is also provided.Cameras 43 are outward-looking in order to capture external imagescapable of being stitched (merged) together and transformed in order toprovide a 360° overhead view of the vehicles and a surrounding region(e.g., potentially covering a diameter of about 100 feet). Transceivers44 are coupled to controllers 40 to provide wireless links to mobiledevice 32, to other vehicles, and to a cloud network, for example.Sensors 41 may include ultrasonic obstacle sensors, radar, and/or LiDARsensors to characterize surrounding objects, as well as user inputsensors such as a steering wheel sensor, accelerator pedal positionsensor, brake pedal position sensor, or gear shift lever position sensorin a drive-by-wire vehicle. Actuators 42 may include an electricpower-assisted steering (EPAS) power steering motor in addition topowertrain control actuators such as a throttle control, brake control,or transmission control.

In some embodiments, known control systems in one or both vehicles areutilized to perform automatically controlled steering adjustments forenhanced reverse maneuvering controls during reverse parking maneuverswhen connected together in an in-flight bi-directional chargingconfiguration. The EPAS systems or other systems such as electronicstability control (ESC) systems may be used for obtaining steeringinputs from a driver (e.g., from a steering angle and/or steering torquesensor). EPAS/ESC information for both vehicles can be shared with eachother through a wired or a wireless communication link (a wireless linkmay be comprised of WiFi, V2V, or Bluetooth® (BLE), for example).

Control aspects of the present invention can be executed in one or morecontrollers located in either or both of the vehicles. In-flightcharging functions and reverse maneuvering functions can be implementedusing a dedicated control module, incorporated in an existing controlmodule such as an electronic stability control (ESC) module, an electricpower-assist steering (EPAS) module, a battery control module (BCM), ora powertrain control module (PCM), or can be distributed among these orother control modules. Typically, a first controller located in one ofthe vehicles is coupled to a second controller in the other one of thevehicles via the communication links. Tandem vehicles coupled togetherfor inflight charging are capable of highly complex parking maneuvers.The controllers are configured to cooperatively initiate a reverseparking maneuver based on communication signals between the separatevehicle controllers and between the vehicle controllers and a user'smobile wireless device which provides a user interface that enables theuser to harness the capability of complex coordinated maneuvering of thetwo vehicles using an uncomplicated remote control interface.

For optimum performance, both vehicles are controlled in order tocoordinate their motion when parking at a desired end position. Eachvehicle may provide one or more of propulsion, braking, and steeringdirection when moving to the desired location. Initially, a userpositions the coupled vehicles near the desired parking destination andthen engages this automatic remote-controlled parking feature. Onceactivated, a controller app is launched which may execute on the user'smobile device (e.g., smartphone) and on vehicle controllers on one orboth vehicles. Using images captured from multiple rear, side, and frontcameras disposed on the vehicles, a 360° panoramic image is stitchedtogether and then transformed into an overhead perspective. To reducedistortion, some elements of the overhead view such as the coupledvehicles may be replaced with predefined icons or images. The 360°overhead view is displayed as a live streaming image 45 on a touchscreendisplay 46 of smartphone 32 as shown in FIG. 5 . Live streaming image 45provides a clear perspective for a region around coupled vehicles 30/31,enabling the user to visualize the spatial relationship of the coupledvehicles to the desired endpoint of the parking maneuver and anyobstacles such as nearby vehicles 47 and 48.

The user may typically operate the remote control function from astanding position outside coupled vehicles 30/31, and consequently wouldbe visible in live streaming image 45. Pattern recognition, GPStracking, or other known methods can be used to identify the user'simage in live streaming image 45, and a corresponding user icon 50 isdisplayed on touchscreen 46 to indicate the detected position of theuser in order to assist the user in orienting themselves in the scene.User icon 50 may be comprised of a circle or an altered colorationcentered on the detected position of the user, for example. Overheadimage 45 may be further enhanced to indicate the location and/oridentity of obstacles using additional sensors disposed on vehicles30/31, such as active sensors (e.g., ultrasonic or radar).

The coverage area of the merged overhead view preferably extends over adiameter of 50 feet or more in order to provide a meaningful view of theelements necessary to specify and monitor a parking maneuver. A range ofthe active sensors and/or an estimated distance scale of the displayedimage may be provided on the display (not shown). A zoom control can beprovided to allow the user to change image scale, and a zoomed imagecould be panned across touchscreen 46 using a finger drag. Some regionswithin the coverage area of the live overhead view may be hidden fromview of the cameras by other objects such as vehicles, resulting inmissing data. To differentiate from open areas, a missing data overlay51 may be displayed over live streaming image 45 corresponding to thehidden regions.

Images of coupled vehicles 30/31 could also be enhanced to display a“virtual bumper” encircling both vehicles in tandem (e.g., a 30 cmboundary extension) for use in providing a buffer between the vehiclesand surrounding obstacles when calculating and executing a parkingmaneuver. The use may be given the option to define a smaller or largervirtual bumper zone, which could be used to update the enhanced display.

With the overhead streaming image presented to the user according to theuser interface displayed on touchscreen 46, and with vehicles 30/31stopped at a starting position for the parking maneuver (e.g., the usermay be standing outside the vehicles), the user is prompted by the userinterface to input a desired endpoint for the parking maneuver. Forexample, an instruction 52 is displayed to prompt the user to tap onlive streaming image 45 at a location corresponding to the desiredendpoint. As shown in FIG. 6 , a user's finger 55 performs a manualtouch input 56 at a desired endpoint. After a desired endpoint has beenselected, its relative position with respect to the vehicles and therelative positions of all nearby obstacles are passed to the controllerswithin coupled vehicles 30/31 where at least one optimal path for movingvehicles 30/31 to the endpoint is calculated. The path may be definedaccording to a sequence of steering actions and associated vehicle speed(via throttle and braking actions) that displace the vehicles to theendpoint without impacting any obstacles or violating any buffer zones.In some embodiments, a machine learning module may be used to examineimages and/or sensor data to determine a proposed endpoint, and/or maybe used to plan the sequence of steering actions.

Based on the calculated path(s), the user interface provides a visualconfirmation by displaying the path as a path overlay 60 on livestreaming image 45 as shown in FIG. 7 . Path overlay 60 may be comprisedof an added tint inside a solid perimeter line so that the scene ismostly unobscured. An endpoint icon 61 is also displayed, enabling theuser to verify that it was entered as intended. An acceptance button 62may optionally be displayed where the user may tap the touchscreen inorder to indicate acceptance of the highlighted path in order toproceed. A redo button or new button 63 may be provided where the usermay tap in the event that they desired to find a different path.

In some instances, algorithms calculating a path may determine that avalid path is not available (e.g., due to unavoidable impacts or regionsof missing data). As shown in FIG. 8 , the user interface may inform theuser of the lack of a valid path from the starting location to theendpoint by providing an alert in the form of an added tint 64 (e.g., ared tint) across the touchscreen and/or a user message 65 indicatingthere is no path available. In such a situation, the user interface mayreturn to a screen for receiving a manual touch input to indicate adifferent endpoint (FIG. 6 ) or the user may drive the vehicles to a newstarting location to try again. When a failure is caused by missingdata, the user may select an endpoint representing only part of thedesired parking maneuver in order to move the vehicles to anintermediate point from which new camera images and other sensor datacan be collected to supply some of the previously missing data.

When an acceptable path has been selected, the user interface presentsthe user with an activation icon 66 to cause the path to be followed asshown in FIG. 9 . A text legend 67 is associated with activation icon 66to remind the user that vehicle movement will occur only as long as theuser continues to hold their manual touch input at icon 66. Any timethat the manual touch input on icon 66 is discontinued then the vehicleswill cease movement (e.g., by application of the brakes). Movement mayalso be stopped if either vehicle detects it may impact something (e.g.,if a person or car has moved into the calculated path).

In an alternative embodiment, path overlay 60 is used instead of aseparate activation icon. Thus, the user's manual touch input can bedirected to path overlay 60, with the vehicles moving on the path onlywhile the user's finger remains in contact with path overlay 60. Forexample, the user may drag their finger along path overlay 60 from thestarting location to the endpoint of the path and then continue to holdtheir finger on the screen (e.g., at the endpoint) to provide anactivation signal that authorizes vehicle motion.

In either embodiment, while the user maintains their manual touch inputthen the user interface generates a manual activation signal which istransmitted to the vehicle controller(s). While receiving the manualactivation signal, the vehicle controllers or controller networkgenerate vehicle actuator commands for both vehicles in order toautomatically navigate the vehicles along the calculated/selected path.

FIG. 10 shows a preferred method of the invention where a leadingvehicle and a trailing vehicle are stopped in a starting position readyto be parked into or out from a parking space in step 70 with theirtransmission gear selectors set to park. In step 71, a smart app isactivated on a user's mobile device for performing a remote-controlledparking maneuver by using a user interface presented at least in part ona touchscreen of the mobile device to coordinate the parking operationtogether with a network of controllers in the vehicles. In step 72,cameras and other sensors disposed on the vehicles are used to stitchtogether a live overhead mosaic image which is displayed on thetouchscreen display of the mobile device. In step 73, a user taps at apoint on the touchscreen at which a corresponding location in the liveoverhead image corresponds to a desired destination (endpoint) for theparking maneuver. In step 74, the vehicle controllers analyze theturning capability of the vehicles and the presence of obstacles inorder to find a path for the maneuver. In an alternate embodiment, auser may trace a desired parking path on the touchscreen and then thecontrollers can attempt to calculate matching steering controls tofollow the traced path.

Based upon the selected endpoint and the resulting calculations, a checkis performed in step 75 to determine whether a valid steering path isfound from the starting location to the endpoint. If not, then the userinterface provides a message or other alert to the user in step 76, anda return is made to step 73 in order to reselect an endpoint. If a validsteering path exists, then a check is performed in step 77 to determinewhether the user is requesting motion along the path, e.g., by pressingan activation icon or other manual screen input. The invention uses anongoing action of the user in order to indicate an authorization toproceed along the path. If the manual action (e.g., touch input) of theuser is not present, then the method may cycle through step 75 and 77while waiting for either an activation signal or a change in the parkingsituation. When the user is pressing the Go button in step 77, then thevehicles are autonomously driven along the calculated path in step 78 byfollowing the sequence of steering actions which are generated bysending vehicle actuator commands from the vehicle controllers. In step79, a check is performed to determine whether the end of the path hasbeen reached. If not, then a return is made to step 75 in order tocontinue monitoring the path and the manual user activation signal andto retrieve additional vehicle actuator commands to follow the sequenceof steering actions. Once the end is reached in step 79, then the methodterminates at step 80.

During all above described maneuvers, the charging event may besuspended if either vehicle's crash avoidance system detects a possiblecollision may occur and then re-activated when the warning has subsided.It may also terminate charging if either vehicle's collision systeminitiates an air bag or fuel cutoff.

What is claimed is:
 1. A remote-controlled vehicle interface system,comprising: a vehicle controller configured to (1) collect a pluralityof captured images from a plurality of cameras disposed in a pair ofelectrified vehicles coupled together by a towing device for in-flightenergy transfer, (2) calculate a sequence of steering actions to beexecuted by both electrified vehicles to follow a path for maneuveringfrom a starting position to an endpoint, and (3) generate vehicleactuator commands for both electrified vehicles to automaticallynavigate the electrified vehicles along the path in response to a manualactivation signal from a user; and a mobile wireless device linkedwirelessly to the vehicle controller and including a touchscreen displayfor presenting a user interface to the user, wherein the user interfacecomprises: (A) displaying a live streaming image on the touchscreendisplay having a 360° overhead perspective of a region around theelectrified vehicles; (B) accepting a first manual touch input from theuser on the live streaming image while the electrified vehicles are atthe starting position in order to specify the endpoint; (C) displayingthe path calculated by the vehicle controller as a path overlay on thelive streaming image; and (D) generating the manual activation signal inresponse to a second manual touch input from the user on the touchscreendisplay and forwarding the manual activation signal to the vehiclecontroller only during the second manual touch input in order to movethe electrified vehicles according to the vehicle actuator commandswhile the user maintains the second manual touch input.
 2. The system ofclaim 1 wherein the user interface further comprises displaying anactivation icon indicating an area on the touchscreen display forreceiving the second manual touch input.
 3. The system of claim 1wherein the user interface further comprises accepting the second manualtouch input at an area on the touchscreen display corresponding to thepath overlay.
 4. The system of claim 1 wherein the user interfacefurther comprises displaying a user icon on the touchscreen displayindicating a detected position of the user in the live streaming image.5. The system of claim 1 wherein the user interface further comprisesdisplaying a missing data overlay on the live streaming imagecorresponding to regions within a predetermined distance of theelectrified vehicle which are hidden in the plurality of capturedimages.
 6. The system of claim 1 wherein the user interface furthercomprises an alert to the user when the vehicle controller fails tocalculate the sequence of steering actions to be executed by bothelectrified vehicles to maneuver from the starting position to theendpoint.
 7. The system of claim 1 wherein the path from the startingposition to the endpoint is along a reverse driving direction of theelectrified vehicles.
 8. The system of claim 1 wherein the path from thestarting position to the endpoint is along a forward driving directionof the electrified vehicles.
 9. An in-flight vehicle charging systemcomprising: a first electrified vehicle comprising 1) a first controlleradapted to be coupled to a second controller in a second electrifiedvehicle via a communication link, 2) an electrically-controlled steeringactuator responsive to a sequence of steering actions from the firstcontroller for a parking maneuver from a starting position to anendpoint, 3) a plurality of cameras collecting a plurality of capturedimages of surroundings of the first and second vehicles, 4) arechargeable battery system configured to store electrical energy usedto provide propulsion of the first electrified vehicle, wherein therechargeable battery system is adapted to exchange electrical energywith a second vehicle which is coupled to the first electrified vehiclein a towing relationship; and a user interface configured to execute ona mobile wireless device linked wirelessly to the first controller andincluding a touchscreen display for presenting the user interface to theuser; wherein the user interface comprises: (A) displaying a livestreaming image on the touchscreen display using the captured images,wherein the live streaming image has a 360° overhead perspective of aregion around the first and second electrified vehicles; (B) accepting afirst manual touch input from a user on the live streaming image whilethe first and second vehicles are at the starting position in order tospecify the endpoint; (C) displaying a calculated path from the startingposition to the endpoint as calculated by the first controller using apath overlay on the live streaming image; and (D) generating a manualactivation signal in response to a second manual touch input from theuser on the touchscreen display and forwarding the manual activationsignal to the first controller only during the second manual touch inputin order to move the vehicles according to the sequence of steeringactions while the user maintains the second manual touch input.
 10. Thesystem of claim 9 wherein the user interface further comprisesdisplaying an activation icon indicating an area on the touchscreendisplay for receiving the second manual touch input.
 11. The system ofclaim 9 wherein the user interface further comprises accepting thesecond manual touch input at an area on the touchscreen displaycorresponding to the path overlay.
 12. The system of claim 9 wherein theuser interface further comprises displaying a user icon on thetouchscreen display indicating a detected position of the user in thelive streaming image.
 13. The system of claim 9 wherein the userinterface further comprises displaying a missing data overlay on thelive streaming image corresponding to regions within a predetermineddistance of the vehicles which are hidden in the plurality of capturedimages.
 14. The system of claim 9 wherein the user interface furthercomprises an alert to the user when the first controller fails tocalculate the sequence of steering actions to be executed by bothvehicles to maneuver from the starting position to the endpoint.
 15. Amethod of controlling first and second electrified vehicles coupledtogether in a towing arrangement for in-flight transfer of a chargebetween battery systems of the vehicles, the method comprising the stepsof: collecting a plurality of captured images from a plurality ofcameras disposed in the electrified vehicles; combining the capturedimages into a live streaming image having a 360° overhead perspective ofa region around the electrified vehicles; displaying the live streamingimage on a touchscreen display of a wireless mobile device carried by auser; receiving a first manual touch input from the user on thetouchscreen display at a location on the live streaming image while theelectrified vehicles are at a starting position for conducting a parkingmaneuver in order to specify an endpoint for the parking maneuver;calculating a sequence of steering actions to be executed by bothelectrified vehicles according to a path for maneuvering from thestarting position to the endpoint; displaying the path as a path overlayon the live streaming image; generating a manual activation signal inresponse to a second manual touch input from the user on the touchscreendisplay only during the second manual touch input; generating vehicleactuator commands for both electrified vehicles to automaticallynavigate the electrified vehicles along the path in response to themanual activation signal; and stopping the vehicle actuator commandswhen the manual activation signal is not present and when the endpointis reached.
 16. The method of claim 15 further comprising the step ofdisplaying an activation icon indicating an area on the touchscreendisplay for receiving the second manual touch input.
 17. The method ofclaim 15 further comprising the step of accepting the second manualtouch input at an area on the touchscreen display corresponding to thepath overlay.
 18. The method of claim 15 further comprising the step ofdisplaying a user icon on the touchscreen display indicating a detectedposition of the user in the live streaming image.
 19. The method ofclaim 15 further comprising the step of displaying a missing dataoverlay on the live streaming image corresponding to regions within apredetermined distance of the electrified vehicles which are hidden inthe plurality of captured images.
 20. The method of claim 15 furthercomprising the step of alerting the user when there is a failure tocalculate a valid sequence of steering actions to be executed by bothelectrified vehicles to maneuver from the starting position to theendpoint.